Automatic alarm



5 SheetsSheet 1.

N0 Model.)

B. E. RIBS. AUTOMATIC ALARM, SIGNALING, AND SAFETY DEVICE FOR RAILWAYS.

Patented Jan. 12, 1886.

INVENTOR N PETERS, Plwln-Lnhogm her. Washinglvfi. D, C.

(Np Model.)

5 Sheets-Sheet 2.

AUTOMATIC ALARM, SIGNALING, AND SAFETY DEVICE FOR RAILWAYS.

Patented Jan. 12, 1886.

I; ESSES: 02%; 65M

INVENTOR N. PETERS. Pholo-Lillwgrnphcr. waslmx wm 0, CV

(No Model.)

5 Sheets-Sheet '3. E. E. RIBS.

AUTOMATIC ALARM, SIGNALING, AND $AFETY DEVICE FOR RAILWAYS.

No. 334,194. Patentedlan. 12,1886.

INVENTOR N PETERS. Plmlu-LIllm -n hen Waahinglon, DC

(No Model.) 5 Sheets-Sheet 4. E. E. RIES.

. AUTOMATIC ALARM, SIGNALING, AND SAFETY DEVICE FOR EAILWAYS.

Patented Jan. 12, 1886..

I Figwnm? I 35 N. PETERS. PholWLilhugmphur. Wnshmgwn. D. C.

5 Sheets-Sheet 5.

(No Model.)

B. E. RIBS. AUTOMATIC ALARM, SIGNALING, AND SAFETY DEVICE FOR RAILWAYS.

Patented Jan. 12, 1886.

INVEN TOR n, Firms, mmwuuw m hm. Wnslunglnn. u. c.

rural) STATES ATENT FFICEO ELIAS E. RIES, OF BALTIMORE, MARYLAND,ASSIGNOR OF ONE-FOURTH TO ALBERT H. HENDERSON, OF SAME PLACE.

AUTOMATIC ALARM SIGNALING AND SAFETY DEVICE FOR RAILWAYS.

SPECIPICATIONl'orming part of Letters Patent No. 334,194, dated January12,1886.

Application filed February 13, 1884. Serial No. 120,680. (No model.)

To all whom it may concern.-

Be it known that I, ELIAS E. RIES, a citizen of the United States,residing at Baltimore, in the State of Maryland, have invented certainnew and useful Improvements in Automatic AlarmSignaling and SafetyDevices for Railways, of which the following is a specification,reference being had to the accompanying drawings, forming a partthereof.

This invention relates to certain improvements in railroad-signals, bymeans of which the whistle of a locomotive is automatically sounded togive warning of the approach of a train when nearing grade and highwaycrossings, way-stations, curves, and otherpoints at which it may bedesired to give such notice.

It further relates to certain improvements whereby one or more audiblealarm-signals are given on the locomotive-whistle in case of the failureof the engine-man to see and obey a (langensignal, or in case of dangerto the train from a misplaced switch, open drawbridge,or other source;and it further relates to improvements in safety devices, by means ofwhich the train is automatically stopped or its speed reduced asdesired, in case of the failure or neglect of the engineman to bring histrain under control when notified to do so by such warning-signals.

The in'vention consists, first, of a signaling apparatus on thelocomotive, designed and adapted to give a series of audible signals,differing in form and nature, according to a prearranged code, uponthelocomotive-whistle or other sounding body, the signaling apparatusbeing automatically operated to give such signals through the medium ofa vertically-guided bar connecting with said apparatus and having afriction roller or shoe at its lower end, by means of inclines orelevations placed adjacent to the track-rails at various points alongthe road.

It consists, secondly, in details of construction whereby the alarmmechanism or signaling apparatus is enabled to give its signals in auniform and regular manner, irrespective of the speed of the train orthe length of the actuating inclines or elevations, and whereby thesignal mechanism is protected from shocks due to the sudden ascent ofthe alarm-inclines by the verticallyguided bar. This I accomplish bycausing the act of elevating the bar, not to operate the signalmechanism directly but to increase the tension of a coiled or spiralspring, which in turn, in the act of unwinding, operates the signalmechanism and at the same time sets in mot-ion a suitable governing orspeed-regulating device, which determines the duration of the severalsignals.

It consists, thirdly, in employing inclines or elevations of differentheights to produce different signals, and in mechanical details by whichthe signal mechanism is enabled to respond to and give the propersignals corresponding to such different heights.

The invention consists, fourthly, of suitable devices operated by acollar or projection on the vertical bar when said bar is lifted to itshighest extent, which, in the manner here inafter shown, closes thesteam-supply valve, applies the brakes,and stops the train. This part ofmy invention includes details of construction by which the extent towhich the steam is shut off and the brakes applied is automaticallyregulated, and whereby the respective parts are held in the position inwhich they are placed until released by the engineer.

The invention consists, fifthly, of a series of movable inclined planesor elevations arranged alongside of the track-rail, which are soconstrueted as to extend above the surface of the rail when intended togive an alarm-signal on the whistle of a locomotive, and to lie below orparallel with the surface of the rail when not required to give analarm. This part of the invention further consists in mechanical detailsfor elevating and depressing the i11- clined planes, for retaining themin their re spective positions, and for protecting the various partsfrom injury. It further consists in details of construction wherebyvariations in the length of the rods, wire rope, or cable connecting thealarm inclines with one another and with the switch or draw-bridge arecompensated for, in order, to insure the proper operation of thealarm-inclines under all conditions.

The invention consists, sixthly, in suitable devices operated inconnection with the alarnr inclines, at switches, draw-bridges, an dother IOO points, to elevate the alarm-inclines when the switch is movedto one side, when the draw of a bridge is opened, or when the track isOtherwise placed in a position of danger to an approaching train,-and torestore them to their depressed or normal conditionwhen the switch ordraw is replaced or the danger is removed. This part of the inventionalso includes suitable mechanism for displaying a visible signal andringing a gong or bell at the draw-bridge as the bridge opens andcloses, all of which will hereinafter be fully described, and finallyreferred to in the claims.

In the drawings accompanying this specification, Figurel is asideelevation of the alarm mechanism carried on the locomotive. Fig. 2 is anend view of the same with part of case removed. The lower portion ofthis figure also gives a side view of the train-stopping mechanismconnected with it. Fig. 3 is an enlarged detail view of that portion ofFig. 1 comprising the first signal wheel and the cams, detents, andtrip-levers immediately connected therewith. Fig. 4 is a detail view ofthe three signal-wheels, and Fig. 5 a dia gram of the respective signalsgiven by them. Fig. 6 is a diagram of a railroad-switch, giving atopview of the movable alarm-plane and showing the method of connecting itwith the switch-lever. Fig. 7 is a diagram of a railroad-track, giving atop view of the signal or alarm planes shown in Figs. 8 and 9. Fig. 8 isa side elevation of the fixed inclined plane used for crossing and.station signals. Fig. 9 is a side elevation of a movable signalplaneoperated by the switch or draw-bridge. Fig. 10 shows a side elevation,with part of its casing removed, of a compensating form of signalplanefor draw-bridge and switch signals. Figs. 11, 12, and 13 represent,respectively, sectional end views of the inclined planes shown in Figs.8, 9. and 10, said views being taken on lines 1 1, 2 2, and 3 3,respectively. Fig. 14 is a cross-section of the upper part of Fig. 10.Fig. 15 is a side elevation of the operating apparatus placed at thedraw-bridge. Fig. 16 is a sectional, and Fig. 17 a perspective,elevation of the visual-signal and the weight-actuated returning-barplaced at the distant end of the switch or draw-bridge signal-system.Fig. 18 is a diagram of the under surface of adraw-bridge with drawclosed, and Fig. 19 a diagram of same with draw open, illustrating theaction of the bridge upon the actuating draw-bar. Fig. 20 is a sectionalelevation of the visual and audible signal-post shown in Figs. 21 and22. Fig. 21 represents a general view, in three parts, of a draw-bridgewith its approach and a portion of a railroad-track, showing the methodin which in this system the alarm-planes, &c. are preferably arrangedand connected with each other and with the bridge. Fig. 22 is aperspective elevation of the signal-post shown in Figs. 20 and 21. Fig.23 is a side elevation of a locomotive and part of a railroadtrack,giving a general view of the alarm spring, D, which bears downwardlyagainst a collar, E, secured to the rod B, and aids in returning saidrod to its lowestposition after being lifted by one of the inclinedplanes along the road, and also in revolving the signalwheels. The rack6 extends into the casing A of the alarm mechanism and engages with thesmaller sector, I), of a double segmental toothed lever, F, secured tothe shaft f, supported in bearings f f, formed on the frame or caseA.The larger sector,g, of the toothed lever F engages with a smallertoothed wheel or pinion, G, keyed to a shaft, 9, that runs parallel tothe shaft f, and, like it, revolves in bearings on opposite sides ofcase A.

The object in using this form of segmental lever is to obtain a largemovement of the pinion G with a small lift of the rack 1), althoughwhere this is not essential an ordinary gear andpinion keyed to theshaft f may beused.

Fixed on the same shaft with the pinion G is a ratchet or cam, H,provided with a single tooth or notch, h, adapted to engage with a pawl,h, held against the periphery of the eamwheel H by the spring h". Acoiled spring, I, is secured at its inner end to the shaft g,while itsouter end is fastened toa pin or stud, t, screwed into one side of thecase A.

On the shaft 9, preferably between thetoothed cam H and the spring I,are one or more signal-wheels-in this instance three, Thesesignal-wheels J J J", including a gear-wheel, 7c. fit loosely upon theshaft 9, but are firmly fastened to each other and revolve together whenthe pawl h, which is secured to the first signal-wheel, J, is engaged bythe tooth h of the cam H. A signallever, L, is placed above thesignal-wheel J upon a shaft, Z, on which it is free to move. The shorterend of this lever, which is formed somewhat like a latch-head, is heldagainst the periphery of the signalwheel J by the upward pull of thewhistlelever 10, with which its longer arm is eonnected by a cord orwire, Z. The signalwheels J J J are of the same size and thickness, andare each provided with a series of notches or depressions in theirperiphery, these notches, however, being differently situated on theseveral wheels, as shown in Fig. 4.

If, now, the rod B is'raised by coming in contact with the inclinedsurface of an alarmplane placed at a distance of,,say, three or fourhundred yards from a highway-crossing, the shorter sect0r,b, of thesegmental lever F is lifted by the rack I), causing the longer sector,to descend, and in so doing turning the pinion G and toothed cam Hbackward, or from left to right, thereby increasing the tension of thecoiled spring I, which has previonsly been adjusted to a certainstrength. The height of the erossing-alarm-signal plane is so adjusted(for the sake of comparison with others to be hereinafter described, itis assumed to be five inches above the surface of the rail at itshighest part) that the large sector, will turn the pinion G but a littlebeyond one revolution. During this time the signal-wheels J, J, and Jand the gear-wheel it have remained stationary. As soon as therevolution of the shaftg is completed, the pawl 71. again falls intoplace against the tooth h,and is held there by the spring If. The rod Bbeing no longer held up by the inclined plane does not exert any furthertension on the coiled spring I, thus leaving the latter free to unwindand utilize the energy it received, which it does by turning the shaft9, the pinion G, and cam H in the opposite direction, and, through themedium of the pawl h, turning the signal-wheels J, J, and J andgearwheel k with it itn the direction of the arrow, Fig. 3. As the sinal-wheels revolve, the signal-lever L, which -s held against thesignalwheel J, alternatelye aises and falls as the elevations ordepression pass under it, and, as the outer arm of the letter L isconnected by the rope or rod Z with the lever or valve of the whistleWV, said whistle gives a series of blasts exactly corresponding with theelevations on the signalwvheel, which inthe present instance is twolong, followed by two short, blasts, as shown at j. Fig. 5. While thecoiled spring I is giving motion to the signalwheels it is alsogradually returning the segmental lever F and rod B to their normalposition, in which it is assisted by the pressure of the spiral spring Dagainst the collar E and also by the weight of rod B. When thesignal-wheels have made one revolution, their further progress isarrested by mechanism to be shortly described.

The spiral spring D is not absolutely essential to the successfuloperation of the alarm mechanism; but I prefer to use it in connec tionwith the spring I, to better equalize the resistance of the variousparts to prevent backlash between the rack 12 and the teeth of the leverF, and to insure the prompt return of .the rod B to its normal position,although in somecases the springs I and D may both be dispensed with,and the signal-wheels revolved by the weight of the rod B alone.

To regulate the motion of the signalwheels J J J :0 as to destroy theinequalities of 1110- tion which would otherwise result from thefriction of the successive elevations and de- V pressions of said Wheelsupon the face of the signal-wheels, I employ an ordinary fan or fly, K,which receives its motion through a train of gear-wheels from thegear-wheel k. This gear k, as before stated, being firmly secured to andrevolving with the signal-wheels, engages with a smaller gear or pinion,k, fixed on one end of a sleeve, which may revolve freely upon the shaftf. To the other end of the sleeve f is secured a third and largergear-wheel, k which in turn gives motion to the fan-pinion k revolvingupon asmall shaft or post, k, secured to one side of the case A abovethe gear-wheel k By the use of the sleevef I obtain an independentmotion for the gear-wheels 7c and it upon the shaft f without regard tothe direction or rate of motion of the latter.

Having thus given a general outline of the operation of the alarmmechanism when acted upon by the crossing-alarm plane, I will nowdescribe the method of and devices for automatically changing the formof signal given from a crossing signal to either a misplaced switch,open draw -bridge, or down-brakes signal, as the situation may demand.

The alarm mechanism shown in the drawings, as before stated, is providedwith three signal-wheels, J, J, and J (Shown in de-. tail in Fig. 4.)The elevations and depressions on the first of these wheels, J, form,when rendered by the whistle of the locomotive, a crossing-signal, asshown in diagram j, Fig. 5, in which the black lines (which representthe blasts given by the whistle) conform to the elevations, and theblank spaces to the depressions, on the periphery of the signal-wheels.In like manner the wheel J represents a warning-signal,j, which is givenin the event of danger from a misplaced switch or an open draw-bridge,and the wheel J gives a downbrakes or other signal, 7' and is operatedin connection with the train-stopping mechanism when a draw-bridge ormisplacedswitch signal is disobeyed.

It is understood that the number of signalwheels used or the specificforms of signals here given may be changed at will to suit therequirements of different roads.

The three signal-wheels are each provided with a common notch ordepression, Z into which the latch end of the signal-lever L falls atthe end of each revolution, as shown in Fig.

IIO

1. From these notches Z, which are in direct line with each other, therespective signals given by the wheels begin and terminate. The shaft orrod Z, upon which the signal-lever L moves, extends across the case orframe A a little above the signal-wheels and parallel to the shaft 9.The lever L, being provided with a wide bearing -surface or hub toinsure it against shaking or tilting upon the shaft Z, is adapted toslide or move upon said shaft, so as to bring it directly over either ofthe signal-wheels J, J, or J One end of the hub of the lever is inclinedor tapered and lies in contact with a cam, m, whose function is to wipeagainst the tapered hub of the lever L, end of which terminates in ahook, 19, forming and push said lever along the rod Z, so as to bring itover the required signal-wheel. A spiral spring, Z bearing against theopposite side of the signal-lever, holds said lever against the cam m.

Above the cam in, pivoted at m", is a curved gravity-catch, N, havingteeth a n a formed on its under side,which teeth are so disposed as tocatch the nose of the cam m when said cam is thrown forward totransferthe signallever L to the signal-wheel J or J and to hold the cammin this position against the pressure of the spring Z until the cam isreleased by the gravity-catch N at the moment when the revolution of thebrake-wheels is completed. The cam in is firmly secured to one. end of ahorizontal rock-shaft, M, supported in bearings m m in the frame or caseA.

Near the opposite end of the rock-shaft M is fixed a short arm, m,projecting from the rock -shaft in an opposite direction to the cam m. 7

To the upper end of the vertical actuatingrod 13 is attached an inclinedguide or a projecting arm, b",whose upper extremity or tip, b is coveredwith an elastic substance, and is adapted, when the rod B is raisedbeyond the height required for a crossing-signal, to come in contactwith and lift the outer end of the arm m on the rock-shaft M, therebymoving the said shaft and causing the cam m to extend forward againstthe side of the signallever L, and move said lever along the rod l,which, in doing so, compresses the spiral spring Z In order that the camm may exert a uniform pressure upon the side of the signallever, I leavea rectangular opening or slot in the central portion of said cam, andadjust it upon the rock-shaft M in such a manner that the two arms ofthe cam are placed one on each side of the rod Z, and will thereforebear against both sides of the inclined axis of the signallcver L.

Instead of providing the cam m with aslot, as stated, the rod Zitselfmay have a longitudinal slot or opening large enough to permit the freemovement of the cam m within it, and the signal-lever may have a smallanti-friction roller or wheel on one side in line with said slot,against which the cam in will wipe.

At a suitable point of the gravity catch or lever N is a projecting pinor stud, n, that is free to move within certain limits in a shortopening or slot, 01", formed in the upper end of a vertical rod, n, thatconnects the gravity-catch N with one end of a lever, N, pivoted nearthe bottom of the case A. A pin or stud, it, limits the downward motionof the rod n and lever N, which latter is of a pcculiar shape, andanswers a double purposethat of releasing the wiper-cam m and arrestingthe progress of the signal-wheels at the end of each revolution. Inorder to accomplish this object Isecure to the face of the signal-whcelJ a cam, P, of peculiar form, one

a recess, 12, said. recess being diametrically opposite the notch Z Byreferring to Fig. 3 it will be seen that as the signal-wheel J revolves(in the direction of the arrow) the hooked end 1) of the releasing-leverN gradually ascends the inclined surface of the cam 1?, and in doing soraises its opposite arm, which in turn, through the agency of the rod n,lifts the gravity-catch N, and, at the moment when the lever N hasreached the highest point of the cam I, lifts the said catch clear ofthe nose of the wipercam m,which cam is then,under the influence of thespiral spring 2*, forced back to the rear tooth, it, its normalposition, the signal-lever L being carried along with it. Almostsimultaneously with the release of the cam m,which occurs at the momentwhen the signal-lever L, after having given its signal, falls into theline of notches Z, the hook p" of thelever N falls into the recess 1)and arrests the further progress of the signal-wheels J, J, and J Toeffect the release of the cam P by the lever N when the alarm mechanismis required to give another alarm-signal, I employ asmall gravitytrip-lever, 19 the weighted arm of which normally rests upon a secondarm, 1), of the lever N. The weighted arm ofthis triplever is free todescribe an arc upward without encountering an obstruction, but whenpressed downward bears against the arm 19', thereby depressing the leverN and causing the hooked end 17 of said lever to release the cam P. Themovement of this trip-lever is effected by apin or projection, 19", onthe large sector, 9, of the segmental lever F coming in contact with theextremity of the lighter arm of the trip-lever 19 To illustrate theaction of the alarm mechanism as far as at present described, we willsuppose a locomotive provided with this apparatus approaching an opendraw -bridge and coming in contact with the elevated inclined plane thatis intended to operate the alarm. (See Fig. 23.) As thesmall wheel orfriction-roller rides up on the inclined surface of the plane T, itforces the rod B upward, winding up the coiled spring I, Fig. 2. As thedrawbridge planes are somewhat higher (about two inches) than theinclined planes used for the crossing-signals, the rod B is raised untilthe arm I) at its upper end lifts the arm m on the rock-shaft M adistance corresponding to the increase in height of the alarmplane,thereby throwing the wiper-cam m forward, which is caught and retainedby the tooth n of the gravity catch N. By this movement of the cam m thesignal-lever L, which has until now remained over the crossingsignalwheel J, is transferred to the second or draw-bridge-signal wheel, J.The large sector, 5/, of the lever F has now turned the pinion G nearlyone and ahalf revolution, and the pin 12 on the sector has met andcleared the projecting arm of the trip-lever p Dur ing thistime theroller 0 has left the inclined IIO plane T. The coiled spring I nowreasserts its force, and turns the pinion G and toothed cam H toward thepawl h. Just before reaching said pawl the pin p again comes in contactwith the extremity of the trip-leverp this time on its lower side, anddepresses the heavier arm of said lever against the arm 1) of the leverN until the hook p is lifted out of the recess 1) of the cam P. hen thisoccurs, the signal-wheels J, J and J the regulating-gearing, and fan Kbegin to revolve, the trip-lever p is released by the pin p slipping offthe projecting end of the said lever, and the hook p of. the lever N,being no longer supported by the cam P, allows the weight of the rod 11to push the lever N against the stop a, where it remains while thesignallever L is giving the draw-bridge alarm on the whistle As therevolution of the signal-wheels nears completion and the cam P againapproaches the arm 19 the said arm gradually rises as the cam passesabove it, lifts the rod a, which in turn lifts the gravity-catch fromthe nose of the cam m, allowing the spiral spring Z to push back the camin and the lever L, which has now completed its signal, to its normalposition above the wheel J. At the same moment the arm 12 of the lever Nfalls into the recess 1) and arrests the motion of the alarm mechanism.

To prevent the overwinding of the coiled spring I and to keep itconstantly at the proper tension for turning the signal-wheels at therequisite speed, notwithstanding the variations in the vertical lift ofthe rod B, I make use of the following arrangement: The sector of thesegmental lever F has nearly twice the number of teeth contained by thepinion G. It will also be noticed that the ratchet or cam H is onlyprovided with one tooth, which comes in contact with the pawl h only atthe end ofa complete revolution ofcam H. Now, if the sector 9 be turnedto its fullest extent, (for a down-brakes signal on the wheel (T thepinion G and cam H will nearly, but not quite, have made two revolutionsand the spring I will have been wound up to the same extent. The cam Hisnow revolved by the spring I in the proper direction for turning thesignal-wheels; but the tooth h, not having been caught at itsincompleted second revolution by the pawl h, the said signal-wheelsremain stationary until the tooth h, on begin ning to retrace its firstrevolution, meets the pawl h and carries itand the signal-wheels with itto the end of the revolution.

Should a locomotive from any cause whatever remain on the track in sucha position that the rod Bis kept elevated by an inclined plane, or ifthe rod is purposely lifted, as hereinafter described, by means of thehand-lever E, the alarm mechanism will quietly remain at rest until thelocomotive moves from the spot or until the hand-leveris released, whenthe proper signal corresponding to the height to which the rod waslifted will be given.

To prevent the side or upand-down motion I of the locomotive whenrunning from affecting the nature of or causing the wrong signals to begiven, the inclined alarm-planes are made somewhat higher than would bejust necessary if the locomotive were stationary, to throw the nose ofthe cam at far enough to be retained by a tooth of the gravity-catch N,so that the nose of the cam at will be moved a little farther along thecatch N, but not far enough to fall into the next tooth, thus insuringthe rendering of the proper signal.

It will be seen from the above that when the rod B is raised through theagency of an ininclined plane or other elevation it does not give asignal, but merely increases the tension of the springs I and D, and itis not until the friction roller or wheel has left the elevation thatthe signal-wheels begin to revolve and the signal is given. Consequentlythe signal mechanism is not subjected to shocks or 0011- cussions, andthe signal-wheels can revolve with perfect regularity and are enabled togive perfect, uniform, and distinct signals, regardless of the speed ofthe train or the length of the alarm-planes.

As the duration of the signals givenor,

the signal-wheels in making one revolutioncan be varied by regulatingthe tension of the actuating-spring or the weight of the rod B, thisfact can be used to advantage by making the period of revolution of thesignal mechanism shorter in express and longer in freight engines. Thiscan be done without changing the character of the signals, and will be asure indication of the class of trains by whi eh they are given.

All the working parts of the alarm mechanism being inelosed within itscase A, the entrance of dirt and dust is prohibited.

To enable the engineer to blow the whistle W by hand as occasion mayrequire, I attach a cord terminating in a knob or handle, Z, to theouter extremity of the arm of the signallever L. This arrangement willallow the whistle to be blown without interfering with the signalingmechanism.

Instead of being connected to the lover of the locomotive-whistle, thearm of the signallever may be provided with a knob or hammer at itsouter end, said hammer being adapted to strike a gong or hellsecured,preferably,to the side of the case A. \V hen this constructionis used, Iprefer that the hammer of the signal-lever strike the gongupon entering a notch or depression of the signal-wheels, the

by the length of the elevations.

I do not restrict myself to the mechanical opening and closing of thewhistle-valve by the movement of the signal-lever L, or the mechanicalringing of a bell or gong by said lever, as the signal-wheels J, J, andJ may form part of an electric circuit in which an electro-magnet and asuitable electrical generator or battery is placed, the armature of saidelectro-magnet being attached to the in other words, the length of timeoccupied by spaces between the strokes being determinedwhistle-operating lever 10, while the circuit is completed by aninsulated contact spring or brush.which takes the place of thesignal-lever L and bears against theperiphery of the signalwheels, theelectrical circuit being made and broken by the elevations anddepressions on the signal-wheels.

Having thus fully described the alarm mechanism, Iwill next proceed todescribe that for automatically stopping the train when the opendraw-bridge or misplaced-switch alarm is disregarded by the engineer.The collarE on the vertical rod B has two cylindrical projections, e 6.when the rod B is raised to its highest point, or the height requiredtotransfer the signallever L to the last signal-wheel, J to come incontact with and lift the forked end 0 of a bell-crank lever, O, pivotedat 0 to the side of a locomotive. (See Figs.'2 and 23.) To the otherarm, 0 of the lever O is pivoted one end of a rod, q, connecting at itsopposite end with a crank, Q, which crank Q controls the supply of steamto the cylinders of the locomotive by means of a cock or valve in thesteam-supply pipe, said valve or cook being preferably connected to thecrank Q by a rod extending through an opening in the side of thefire-box of the locomotive, although any other method of connecting saidvalve or cook with the crank Q or rod (1 will answer, according to theparticular build or construction of the locomotive. Extending from theother side of the bell-crank lever o is another rod, g, which is pivotedto the wheel or lever Q, leading to the air, vacuum, or otherbrakes onthe locomotive. A spring, 0, one end of which is fixed at 0 to the sideor other convenient point of the cab, holds the lever 0 against a stop,0 on the retaining-1ever 0. This retaining-lever is slightly flexibleand constantly bears against the upper arm of the bell-crank lever O,and it is secured at its lower end to the floor or side of the cab. Nearthe upper end of the lever 0 one or more retaining-teeth, 0 are formed,which hold the arm of the bell'crank lever when it is raised by thecollar E. A cushion or stop, 6 also *limitsthe downward motion of therod B, which is held at such a distance above the rails that the wheelGwill clear all frogs, switches, &c., that may be in the way and assistsin arrest ing the progress of the signal-wheels.

From the above it will be seen that when the roller 0 ascends a stop ordown-brakes plane or elevation, the rod Bis lifted until the wiper-camthrows the signal-lever to the wheel J While this is taking place theprojections e e on the collar E lift the arm 0 of the lever 0, whoseother arm, 0 moves the rods (1 and g, respectively, asufiicient distanceto shut off the steam and apply the brakes. The rod B now makes itsdescent, and as it does so the signal-wheel J gives the downbrakessignal on the'whistle W. Meanwhile the arm 0 is being held in itselevated position by one of the teeth 0" on the retaining-le- Theseprojections are adapted,

ver 0, springing under it, and in this manner keeps the steam shut ofiand the brakes on until the train comes to a full stop, when theengineer, by slightlypulling the handle at the upper end of lever 0, mayrelease the lever O, which will then, owing to the spring 0, resume itsproper position and restore the crank Q and brake-wheel Q to theirnormal condition.

The extent to which the steam may be cut off and the brakes applied canbe varied according to the locality or the degree of danger present byslightly changing the height of the down-brakes or stopping inclines, inorder to throw the arm 0 into any desired tooth of the retaining-leverO. The rods q' q are so adjusted with referenceto their respectivevalves and the bell-crank lever O and teeth 0 that when the arm 0 isheld by the lowest tooth the steam-opening only is partly closed. WVhenthe arm 0 is lifted high enough to be engaged by the second tooth, thesupply of steam is further diminished and the brakes partially applied,while when the arm 0 is engaged by the third or uppermost tooth theadmission of steam to the cylinders is completely cut off and the brakesfully applied.

In order to permit the signal mechanism to be thrown out of action bythe engineer, if it be desired for any reason that the whistle shouldnot blow at the usual points-as, for

instance, in passing through villages at night when the inhabitants areasleep, 8tc.I employ a hand-lever, E, pivoted to the side of the cab,which may be operated by the engineer to elevate the rod 13 and itswheel or shoe G sufficiently to escape the road or highway crossinginclines or elevations. The lever E is retainedin theposition in whichit is'placed by the engineer by one of a series of tripcatches (notshown in the drawings) that are secured to the side of the cab, whichcatches are so arranged as to hold the lever E in such a manner that thewheel G willremain elevated out of contact, with any desired number ofcrossing-inclines until released by the engineer. If, however, it shouldhappen that while the roller 0 is so held out of contact with thecrossing, station, or other fixed inclines, and the train should meet amisplaced switch or down brakes incline in its elevated or dangerposition, the rod B will be lifted an additional height, releasing thelever E from its trip-catch, and the rod B, being now free to descend,will revolve the signal -wheels and cause them to give a misplaced-switch or down-brakes signal, as the case may be, on the whistle, and,if the latter signal ,will also at the same moment shut off the steamand apply the brakes. V

I have until now confined my description to the alarm-signal andtrain-stopping mechanism carried on the locomotive, and will nowdescribe the inclined planes, the switch and draw bridge mechanism, andconnections through which the alarm is operated.

Referring to the drawings, 8, Figs. 7, 8, and

. diminishing toward both ends.

11, represent, respectively, a top, side, and sectional view of a fixeddouble inclined plane, such as are used for a crossing or station sig-11211. In order to combine lightness with strength and rigidity, Iprefer to make the.

cross-section of these planes in shape of an I, increasingin height asit nears the center and These planes, as well as the others about to bedescribed, are inclined from both ends, where they are level with theupper surface of the rail, toward a point at or near the center, wherethey are highest, in order that the wheel or shoe 0 may readily ascendthe planes,whether the locomotive is run forward or backward.v Theplanes 8 are firmly secured to the cross-ties at such a distance fromthe crossing or railwaystation as to give ample warning to persons atsuch crossing or station of the approach of a train.

At T is shown a form of alarm-plane capable of being raised orloweredwhen the drawbridge or switch is opened or closed. Its operation isclearly shown in Figs. 7 and 9. When depressed, its highest point islevel with the surface of the rail, but when raised is seven inches, or,when this form is used for stopping the train, is nine inches,comparatively, above the surface of the rail. The cross section of thiselevation is preferably in the form of a T, increasing in height towardthe center, as shown in Fig. 12.

On the plane T are secured two pins, t t one near each endtowhich,respectively,one end of a weighted lever, T, is pivoted. Thelevers T T are in turn supported at or near their center on two pivotsor shafts, 16 t secured to a metal plate, t that is attached to the endsof the cross-ties r r. To this plate are also secured in a suitableposition two projecting pins or stops,t t". These stops are intended tolimit the motion of the levers T T, and are so adjusted with referenceto the form of the levers that they will come into alternative contactwith both the upper and lower arms of said levers. When the planeTiselevated, its entire weight is supported by the shafts t t and the stopsit it serve to brace it against the impact of the sliding rod B of alocomotive approaching in the direction ofthe arrow, while when theplane T is depressed part of its weight is supported by the stops t it,which also limit its descent. The heavy ends of levers T T nearlycounterbalance the weight of the inclined plane T,and the form of saidlevers is such and their weightso disposed as to require but littleadditional power at the switch-lever to operate said plane.

The operation of the devices shown in Figs. '6 and 9 may be brieflydescribed as follows: To

' the draw-bar of the switch-lever t is secured a link, 1, connected toone arm of a bell-crank lever, t, that is pivoted atone side of thetrack, and whose other arm is connected to one end of the inclined planeT by means of a wire rope or cable, 0. To the opposite end of the planeT is secured another rope, c, that connects in a similar manner withasecond or distant alarm-plane, if two be used, but in case of two notbeing used. then with a re turning-bar, X, moving in guides w a), whichbar may be surrounded by a spiral returningspring, 0, as in Fig. 6, orit may connect with the signal post X, Figs. 16 and 17, to behereinafter described. \Vhen the switch-rails r r are moved from themain line to the siding, the rope or cable 0, through the agency of linki" and bell-crank lever t is pulled toward the switch, raising thealarm-plane T and compressing the spring 00. The alarm-plane T willremain elevated until the switch is moved back to the main line,whereupon the spring xwill be at liberty to expand and depress the planeT. In some instances I prefer to dispense with the spring 00 andreturning bar X for this form of alarm-planes, as the weighted arms ofthe levers T T, if made as shown in Fig. 9, will, when the plane T isnot held elevated by the switch, throw the center of gravity of saidplane to one side of their pivots, after which the plane T will sinkinto its normal position, as indicated by the dotted lines, by virtue ofits increased weight. I do not, however, confine myself to this mode ofoperating the alarm-plane, but prefer, especially when two or moreinclines are used, to reverse the operation of the alarm-planes,as heredescribed, in such a manner that the counterweighted levers T T or thespring as will normally act to elevate the plane, instead of depressingit, and that the cable 0 will hold the plane in a depressed positionagainst the upward pressure of the weighted levers or spring when theswitch-rails are at safety, the planes being elevated by the saidweighted levers or spring when the pressure or pull on the cable 0 isrelaxed by moving the switchrails to danger. By this construction, whichmay also be applied to the drawbridge mechanism and inclinesconnectcdtherewith, the alarm planes or inclines will be automaticallyelevated to give an alarmsignal on an approaching train in case ofan-accidental injury to the switch or draw-bridge mechanism or a breakin the cable 0.

Fig. represents a form of alarm-plane which is used in connection withthat just described when a series of two or more planes are used. Inthis form of signal-plane provision is made for expansion andcontraction of the operating rope or cabie, and,as this form of plane isprincipally intended for distant signals, the working parts are allinclosed in a narrow rectangular box or case, U, pref erably of iron orother metal, to protect them from injury by dirt, snow, rain, &c. To theupper ends of two short links, a at, whose lower ends are pivoted topins in the case U, are pivoted two weighted arms or levers, U U, linkedat the extremities of their longer arms to a common vertically-guidedsupporting-bar, a extending through a rectangular opening in the top ofthe case U and terminating in a frictionro1ler, u The shaft of ICS thisroller extends across the interior of the case U and travels in and isguided by two vertical grooves or guides, to, on opposite sides of saidcase when the supporting-bar'is reciprocated. A cam or shoe, U, capableof moving longitudinally upon a rail or guide, it, having uprights orstops a a at its ends, has two or more horizontal steps, a n formed atdifferent heights on its upper surface, said steps being connected by agradual incline with each other. A wire rope, chain, or cable, 0 c,entering at each end of the ease U; is guided over grooved pulleys 0 cinthe ends of said case and fastened to either end of the shoe U \Vhen inits normal position, the shoe U is drawn back, as shown, and thevertical support U owing to the weight of the long arms of the leversbeing slightly in excess of that of their shorter arms, rests upon thelower step, a of the said shoe, and the arms U U lie perfectly levelupon the top of the case U. When, now, the cam or shoe U is movedforward by the tension exercised on the rope or cable 0 by the openingof a drawbridge, which will shortly be described, the shoe or roller aat the end of the vertical supportu will gradually rise upon theinclined face of the shoe U until it rests upon the up per step, alifting the signal-arms U U with it, the links a a moving forwardsufficiently to compensate for the difference in length of thesignalarms with respect to the case U when they are raised in thecenter, until all the parts are in the position shown bythe dotted linesin Fig. 10, in which position the arms U U form a double inclined planeof the proper height to give a draw-bridge-alarm signal. \Vhen the shoeU, which is shown in this figure as moving upon rollers a", is movedbackward by the returning-bar X, the arms U U and supporting-bar adescend until the wheel or shoe u again rests upon the lower step andall the parts resume their normal position.

Instead of using the compensating-links a a, the arms U U may besupported or pivoted on shafts extending from side to side of the easeU, said ease or arms being provided with short slots, within which theshafts may slide.

The steps a a are made somewhat longer than necessary to support thearms U U, in order to. allow for changes in the length of rope 0, due toexpansion and contraction.

The case U is intended to be sunk into the road-bed alongside the track,so that its upper surface will be level with that of the rail.

To prevent the feet of road employs and others from being accidentallycaught in the space between the rail and alarm-plane, I place a fillingof wood or other substance, 1 within said space, so as to leave theupper surface of said filling flush with the upper surface of thetrack-rails, as shown in Figs. 12 and 13, or allow the top of the case Uto extend on one side and cover said space. Fig. 14 is a detail sectionof the upper partof the case, showing the longitudinal slot u and thecross-section of the longer arms, U, and the position occupiedby themwhen resting upon the curved top of the ease U. The rope or cable a,running into the case U, is protected by a box or tube, 0 as in Fig. 21,and, if desired, the whole length of said rope or cable, which issuitably supported at intervals upon frictioir rollers 0 may be soprotected.

I shall next proceed to describethe devices connected to the draw-bridgeby which the alarminclines, and consequently the signal and safetymechanism on the locomotive, are operated in case of danger from an opendrawbridge. Although the devices here shown for this-purpose arespecifically described,in order to show their construction and operationwhen applied to this system, I desire it understood that in operatingthe alarm signaling and train-stopping mechanism I do notlimit myself tothe particular form and arrangement of devices set forth, but may employother constructions,which,while not departing from the nature or limitsof this invention, are better adapted to the requirements andregulations of different roads, and to various other forms of dangerwhich it may be desired to guard against;

Figs. 15 and 16 of the drawings represent the two terminals of adraw-bridge-alarm signalsystem, the alarm planes or elevations beinginterposed between the broken ends of the wire rope or cable 0 0.

Figs. 18 and 19 represent diagrams, respectively, of the under side of adraw-bridge when closed and open.

Fig. 21 is a general view, in three parts, of a draw-bridge and thesystem of alarm-planes connected therewith.

Fig. 15 is a side view of the apparatus attached to the bridge foroperating the wire rope or cable which leads to the alarm-planes. Adraw-bar, V, movingin guides ov, secured to the bottom of bridge V, isprovided at its outer end with a friction-roller, v and near its innerend, to which one end of the cable a is fastened, with a shoulder, 11.To a projection on the draw-bar V is secured one end of a chain, owhich, after passing over apulley, a, at the lower end of the guide 12,supports a weight, 12, at its other end. The draw V of the bridge isprovided with a double inclined guide, V, against which the draw-barroller 2;" is held by the weight 2:.

Fig. 16 represents an apparatus which is used at the distant end of thecable a of a drawbridge or switch-signal system for returning ordepressing the alarm-elevations to their normal position, and differsfrom that shown in Figs. 6 and 22 in that a weight, instead of a spring,is used, said weight at the same time displaying a visible signal toindicate the condition of the switch or draw-bridge. A draw-bar, X,moving in guides as x, placed alongside of the track at the end of theseries of alarm planes -or elevations, and connected with saidelevations by the cable a at one of its ends, has a chain, X secured toits other end, which chain passes under a guide-wheel, m at the foot ofa hollow post, X, placed at one side of the railway-track. This chain issecured to asmall chain-wheel, as, that is keyed to a horizontal shaft,running through the post Xnear its upper end. On the same shaft is keyedalarge sector, w", to whichone end of a second chain, 00 is fastened.This chain is passed around the are of the sector in an oppositedirection to the chain X and supports a weight, X at its lowerextremity. One end of the shaft extends through the side of the post Xand supports avisible signal, X, that is normally concealed behind thescreen 41;.

The operation of the devices just described is as follows: When the drawV opens and the inclined guide V passes in front of the roller '0 thedraw-bar V, with the cable 0, is gradually drawn out under the influenceof the weighted box o until its further movement is arrested by theshoulder o coming against the guide 1). At the same time theseries ofalarmplanes are being raised and the returning-bar X drawn out with itschain Xisaid chain turning the shaft 00 one-fourth of a revolution,causing the visible-signal arm X to project at right angles to the postX, as in Fig. 17. The sector wibeing likewise turned one-fourth, (insuch a manner that its'arc is turned from the side to thetop of theshaft,) lifts the weight X The parts are held in this position by theweight 22. Now,when the draw-bridge closes, the inclined guide V againcomes in contact with the wheel or shoe 1; of the draw-bar V, causingsaid wheel to ride upon its inclined surface as the draw closes, thusforcing the draw-bar Vbackward and lifting the weight 1;. The cable 0,being relieved from the tension of the draw-bridgeweight c on one side,is now acted upon by the returning weight X in the post X, whichdescends,winds up the chain X draws back the returning draw-bar X, anddepresses the alarm-elevations,to which it is conneeted by the cable 0,and at the same time allows the visible signal X to sink behind thescreen so.

In addition to the alarm-planes and distant signal, before described, Imake use of a home signal, situated at the entrance to or immediately infront of the draw of the bridge. This signal is operated by the samemechanism before described, and gives notice both by visible and audiblesignals of the state of the draw V By referring to Figs. 20, 21, and 22,Y will be seen to represent a tubular signal-post, preferably ofcast-iron, having a screen, 3 formed on one of its sides, between whichand the post a signal-arm, Y, is free to turn. This signal-arm may bemade of wood or light metal, and is fixed to'the end of a shaft,-1,running through the upper portion of the post Y. To the shaft 3 arefirmly secured a chain-wheel, 3 having pins y in its circumference, saidpins being adapted to engage 4 with too end of a spring bell-hammer, y,one

end of which extends through the wall of the post Y and is adapted tostrike a gong or bell, Y secured to the side of said post, and a bevelgear-wheel, M, the latter meshing with asimilar wheel fixed to the lowerend of a vertical shaft, 3 extending through the top of the signal-post,said vertical post bearing a signal-lamp, Y at its upper end. A chain,y, having a spring or weight, Y, at one end, is passed around thechain-wheel 3 and its other end secured to the draw-bar V, attached tothe draw-bridge V. When the draw-bar V is drawn outward by the openingof the draw, the chain j turns its wheel or sector 3 until it has madeone-fourth of a revolution.

'Meanwhile the pins y on the wheel or sector 3 engage with the end ofthe bell-hammer y", causing it to strike a succession of blows upon thegong Y At the same time the signallamp'Y is turned one-fourth of arevolution, and the signal-arm Y is turned from a vertical to ahorizontal position, as shown in Fig. 22, in which position they willremain until the draw-bridge closes, whereupon the weight Y returns thelamp Y and signal Y to their original or safety position, ringing thegong Y" as it does so to notify a waiting train by an audible signalthat the track is clear.

By referring to Fig. 21, which gives a general view of the draw-bridgesystem in its normal or safety position, it will be seen that the weight0 operates, through the medium of the wire rope or cable 0, first, thehome signal Y, placed at or near the draw-bridge; second, thetrain-stopping-alarm plane T, which is of the proper height to operatethe train-stop ping mechanism on the locomotive, and is placed at asufficient distance from the draw to allow the train to come to a fullstop when acted upon by said plane before reaching the home signal Y;third, the intermediate alarm -plane, U, which is somewhat lower whenelevated than the train stopping or down -brakes alarmplane, and issituated two hundred yards (more or less) from the plane T; fourth, thedistant alarm-plane U, which is of the same height as the intermediateplane, and, like it, causes an open-drawbridge signal to be given on thewhistle of an approaching train; and, fifth, the returningspring, or inlieu thereof the distant signal and returning-weight, X and X Thereturningweight X exerts a sufficient pull upon the draw-bar X and cable0 to easily draw back the shoes U of the alarm-planes Uand U andovercome the friction of the cable, which may be of comparatively smalldiameter. The drawbridge weight 1; is heavyenough to overcome thefriction of the cable 0, elevate the alarmplanes, and wind up or liftthe returningweight X at the end of the series of planes. By the use ofthese two opposing weights the cable a is constantly held taut, and anyordinary changes in its length due to difference in temperature areamplycompensated for by the construction of the alarm-planes U.

The operation of the system of draw-bridge signals just described is asfollows: lVhen a 1' sary to stop) in a shorter space of time, and

locomotive approaches an open draw-bridge, it first comes to the distantalarm-plane U, which gives a draw-bridge alarm upon the whistle of saidlocomotive, and is a signal to the engineer to continue at slower'speedto the next plane. Should the draw be closed in the interval, the secondplane, U, will give no signal, and the engineer will continue his wayunobstructed across the bridge. Should the draw, however, be stillopen,the said plane will repeat the alarm on the whistle, upon which theengineer will come to a full stop before reaching the down-brakes planeT,

within hearing and in view of the gong Y and the home signal Y. Thetrain will remain here until the bridge closes, whereupon thealarm-planes descend, the signal-arm Y and lamp Y return to the safetypoint, and the gong Y rings to call the engineers attention to the factthat the track is clear, and that he may proceed.

Should the engineer from any cause fail to obey the warning signals ofhis whistle and continue past the intermediate plane, U, withoutstopping,when the bridge is open, the train will be automaticallystopped upon reaching the alarm-plane T, which, in the mannerhereinbefore described, shuts off the steam, puts on the brakes, andgives a down-brakes or other signal on the whistle W of the locomotive.

In some cases it may be desirable to diminish the speed of the train incases of danger, instead of stopping it, or to first diminish the speedand then stopping its motion after having proceeded a certaindistance-as, for instance, where the form of danger present merelyrequires extra caution, or where real danger exists, which may at anymoment return to safety before the train arrives within dangerousproximity thereto, as in the case, of the ope'n-draw-bridgesystem abovedescribed, in which, by making the intermediate incline somewhat higherthan the distant, but not as high as the train-stopping incline, thetrain stopping mechanism will be operated in the manner hereinbeforedescribed to automatically diminish the speed of the train. \Vhile thetrain is proceeding at the slower speed between the intermediate and thetrain-stopping incline, the engineer is kept informed by the home signalY whether or not it is safe for him to continue. If the draw closesbefore the train arrives at the trainstopping incline, the signal-post Ywill so notify him, and he may increase speed. If, however, the draw isyet open, he is required to stop his train, which, in case of neglect ordisability on his part, is done automatically by the train-stoppingincline, which inaddition gives a down-brakes, signal to inform theconductor and brakemen of the occurrence. By this method the strain andwear incident to a sudden stoppage of a train in full motion is greatlydecreased, and the speed of the train, being already diminished, acomconsequently the train stopping incline can be placed nearer the drawor other point of danger.

Having thus fully described my invention, what I claim is- 1. Thewithin-described system of automatic alarm-signals and safety devicesfor railwaytrains, consisting of a series of fixed and movable inclinesor elevations of different relative heights placed atdifferent pointsalongside of a railway-track, a signal mechanism carried on a locomotiveor train, capable of being 0perated by said elevations to give audiblesignals differing in their form and nature according to the height ofthe inclines causing them, a train-stopping mechanism, also carried onthe locomotive,adapted to be operated by the highest of the inclines orelevations to control the movement of or stop a train in case of dangerfrom an open draw-bridge or other source, actuating mechanism connectedto a draw-bridge or switch,and designed and adapted to automaticallyelevate the aforesaid movable inclines or elevations connected therewithwhen the draw-bridge or switch is opened or moved, and one or morevisual signals,sub-

stantially as described, operated by said actu-- ating mechanism, forthe purpose set forth.

2. An audible-signal mechanism for railroad-trains, carried on alocomotive or train, in combination with a series of inclines orelevations of different heights placed alongside ofa railway-track, saidmechanism being complete in itself to give or produce directly a numberof definite audible signals varying from one another in their specificform and nature, and being set for the purpose by said inclines orelevations, said signals being regularly and uniformly given in apredetermined space of time, regardless and independent of the speed ofthe train, substantially as set forth. o

3. In a railroad-signal system, asignal mechanism containing a number ofsignal-wheels carried on a locomotive, combined with mechanism placedalong the railway for causing said signal-wheels to give a number ofaudible signals of different specific form upon a whistle or bell onsaid locomotive.

4. In arailroad-signal system, a signaling apparatus containing a numberof signalwheels designed and adapted to give or pro duce, respectively,a crossing, station, misplaced-switch, open draw-bridge, and down-brakessignal on the whistle of a locomotive, combined with devices placed ator near such crossing, station, switch, and draw-bridge, and adapted tooperate said signaling device for the purpose of giving or producingsuch signals.

5. In an audible railway-signal system,'a signaling apparatus designedand adapted to give audible signals of definite predetermined form upona moving locomotive or train, said signaling apparatus being providedwith a l plete stop can be made (if it is found necesl governing ortiming device, whereby the length or duration of the resulting signalsmay be controlled or regulated.

6. In a railway-signal system, the combination, with inclines orelevations adjacent to the track-rails, of a signaling apparatusdesigned and adapted to be operated by said inclines to give a series ofaudible signals, each signal consisting of asuccession of long or shortblasts, or a combination of both, upon the whistle of a locomotive, anda regulating or timing device for controlling the operation of thesignaling apparatus and cause it to give its signals in a uniform mannerand within a predetermined interval of time, for the purpose set forth.

7. An audible signaling apparatus for railroad-trains, carried on alocomotive or train, said apparatus having one or more signalwheels, andmechanism adapted to revolve said wheel or wheels and cause them toproduce audible signals upon a whistle or bell on said locomotive ortrain, said apparatus being also provided with asuitable regulatingdevice for regulating and controlling the motion of the signal-wheels,and thereby enable them to produce uniform and regular signals, as setforth.

8. In an audible signaling or alarm device for railroad-trains, thecombination of a vertically-guided rod or bar terminating in a shoe orwheel adapted to ride upon inclines or elevations alongside or adjacentto a rail way-track, an actuating-spring (or its equivalent weight)adapted to be compressed or wound by the said rod when it is elevated byone of the inclines or elevations, .and a suitable signaling mechanismcapable of giving a number of dissimilar arbitrary signals,and designedand adapted to be set in motion and operated by said spring or weight togive one or more of such signals when the wheel or shoe has left theincline or elevation, substantially as and for the purpose set forth.

9. In an audible signaling or alarm device for railway'trains, thecombination, with inclines or elevations alongside of or adjacent to thetrack-rails, of a vertically-guided rod or bar attached to a locomotiveor train and adapted to be elevated by said inclines to dif ferentheights, and a signal mechanism oper ated by the descent of said bar togive one of a code of arbitrary signals upon a whistle or hell on saidlocomotive or train.

10. In an audible signaling or alarm device for railroad-trains, thecombination, with inclines or elevations along the track, of avertically-guided rod terminating at its lower end in a shoe or wheeladapted to ride upon 7 said elevations, a suitable mechanism forimparting or utilizing the upward motion of the rod to wind or increasethe tension of a coiled spring, one or more signal-wheels adapted to beset in motion by the said spring, a signallever for operating thesteam-whistle of, or a hell or gong on, a locomotive, and means forautomatically changing the form of signal given by the signaling oralarm device, sub stantially as and for the purpose set forth.

11. In an audible signaling or alarm device for railroad-trains, thecombination, with elevations or inclines placed along a railway-track,and a spring-pressed or weighted rod or bar on a locomotive, adapted tobe raised vertically by said elevations or inclines, of a retaininghand-lever, E, to enable the engineer or driver to lift the said rod orbar above said elevations when it is not desired that an alarm should begiven, substantially as set forth.

12. In an audible signaling or alarm device, aseries of signal-wheelshaving elevations and depressions in their periphery, means for revolving said wheels, and means whereby when the wheels are revolvedarbitrary signals can be given upon a whistle, bell, or other sonorousbody.

13. In an audible signaling or alarm device, a series of signal-wheelshaving elevations and depressions in their periphery, means,substantially as set forth, for revolving said wheels, and mechanism forautomatically looking or arresting the motion of the signalwheels whenthey have completed one revolution, for the purpose set forth.

14. An audible signaling or alarm device having a series of two or moresignal-wheels provided with elevations and depressions in theirperiphery, a suitable signal lever or brush capable of beingautomatically transferred or moved to the proper signal-wheel for givingany desired signal, and means, substantially as described, whereby thesignal lever or brush is enabled, when the signalwheels are revolved, togive a series of signals, corresponding to the elevations anddepressions on the signal-wheels, upon a whistle, bell, or gong,substantially as specified.

15. The combination, with an audible signaling or alarm device havingone or more signal-wheels, and suitable spring-impelled mechanism foroperating said wheel or wheels to give a signal upon a whistle, bell, orother sonorous body on a locomotive, of one or more inclines orelevations placed along the roadway to wind said spring by elevating adepending mechanism carried by the locomotive, substantially as and forthe purpose described.

16. The combination, with an audible signaling or alarm device havingone or more signalwheels, and a signal lever operated by the said wheelor wheels to give one or more signals on a steam-whistle or othersounding body when the said wheel or wheels revolve, of the rope or rodl, attached to said signallever, and the knob Z at the extremity of saidrope, whereby the whistle or other body can be sounded by hand whendesired without interfering with or disturbing the signaling apparatus,as set forth.

17. In an audible signaling or alarm device for railroad-trains, thecombination, with inclines or elevations along a railway-track, and

a sliding bar or rod terminating in a friction roller or shoe at itslower end, carried on alocomotive and adapted to be raised vertically,of a rack or teeth, I), and a lever, F, having a toothed segment orsector at either end, substantially as and for the purpose described.

18. The combination, with inclines or elovations along a railway-line, asliding bar carried on a locomotive, and a lever provided with a toothedsector at either end, of a gear or pinion, G, adapted to be revolved byone of the sectors of said lever when its other seetor is engaged bysaid sliding bar, and a coiled spring, I, adapted to be wound when thepinion G is revolved, substantially as and for the purpose described.

19. In an alarm or signaling device, the com bination, with the shaft 9,pinion G, and an actuating spring or weight, of a ratchet or cam, H,having a single tooth or depression, h, and a pawl, h, adapted to comein contact with said tooth or depression when the shaft, 9 has made acomplete revolution, substantially as described.

20. In an alarm or signaling device, the combination of a sliding leverand two or more signal-wheels provided with a common notch or'opening intheir periphery, across which the lever may slide.

21. The signal-wheels J J J, provided with elevations and depressions intheir periphery, and having a notch, Z extending across the face of saidwheels, in combination with a signal-lever adapted to be moved along theline of said notch to either of said wheels, substantially as and forthe purpose set forth.

22. Thesignal-Wheels J J J, turning loosely upon the shaft 9, and havinga common notch, Z at a suitable point in their periphery, aspring-pressed signal-lever capable of being moved back and forth inline with said notches, means for transferring or moving the signalleverto the desired signal-wheel, and means for retaining said lever inposition over such signal-wheel until said wheel has completed itssignal, substantially as and for the purpose specified.

23. In an alarm or signaling mechanism, the combination, with the springI and the signalwheels -I J 'J of the regulating mechanism, consistingof the fly or fan K, driving-gear 7c, intermediate gearing, k, and R andthe sleeve f to enable the gears 70' and It to revolve on shaft findependently of" the motion of said shaft, substantially as specified.24. Thecombination,with thesignal'wheels, of the sliding signal-lever L,having one end of its hub tapered, substantially as and for the purposeset forth.

25. The combination, with the lever w of a steam or other whistle, ofone or more revolving signal-wheels having elevations and depressions intheir periphery, a signal-lever.

held in contact with one of said signal-wheels and adapted to rise andfall as the elevations and depressions of the signal-wheels pass underit, and a rod or cord connecting said signal-lever with thewhistle-lever, for the purpose of imparting to the latter the motiongiven to the signal-lever by the elevations and depressions of thesignal wheel or wheels.

26. The combination, with the signal-wheels and the signal-lever, of acam for moving said lever to the proper signal-wheel for giving adesired signal, and a spiral spring for returning the signal-lever andcam to their normal position after the signal has been given,substantially as set forth.

27. In an alarxnor signaling mechanism for producing audible signals,the combination, with the signal-wheels, the movable signal-lever, andthe spiral spring bearing against said lever, of a cam to transfer thesignal-lever along the signal-wheels, and a gravity retaining-catchhaving teeth corresponding to the number of signal-wheels, and adaptedto engage with and hold the nose ol'the transferringcam, substantiallyas and for the purpose set forth.

28. The combination,with the signal-wheels, the movable signal lever,the spiral spring bearing against said lever, the transferringcam, andthe gravity-catch, of the releasingcam P, the lever N, having a hook, 19capable of rising upon the releasing-cam, and a rod, a, connecting thelever N with the gravitycatch and adapted to be raised by the cam P atevery revolution ofthe signal-wheels to release the transferring-cam mby lifting the gravity-catch, substantially as and for the purpose setforth. 7

2.). In combination with the signal-wheels and regulating-gearing, thelever N, having a hook, 1), adapted to fall into a notch or recessformedin or placed on the side of one of the signal-wheels, to arrestthe progress of said wheels at the end of each revolution, substantiallyas described.

30. The combination, with thelever N, having a hook,p and an arm, 1),and the book 12 and recess 19, of the trip-lever and the pin or stud19", to release the signal-wheels from the retaining-hook 19 as setforth.

31. The combination, with the signal-wheels and their operatingmechanism, of the cam P, lever N, rod n, and gravity-catch N,substantially as and for the purpose described.

32. In an alarm or signaling device for producing audible signals, thecombination, with the sliding bar or rod, spring I, pinion G, toothedcam H, and pawl h, of a double segmental toothed lever, F, havingasmallsector, I), to engage with a rack or teeth on the slid ing bar, and alarge sector, 9, for turning the pinion G, said large sector beingprovided with twice the number of teeth contained by the pinion,substantially as and for the purpose set forth.

33. In an alarm or signaling device, the combination, with therock-shaft, of the gravitycatch, the transferring-cam, and a projectingarm on said rock-shaft, by means of which the transferring-cam is movedto any desired tooth of the gravity-catch, substantially as shown, andfor the purpose specified.

34. The combination,with the gravity-catch, the transferring-cam, therock-shaft, and the projecting arm on said roelrshaft, of an arm orguide attached to the sliding bar or rack, said arm or guide beingadapted to engage with and move the rock-shaft arm to varying distanceswhen the bar or rack is moved beyond a certain point, substantially asand for the purpose set forth.

35. The combination, with the signal-wheels and signal lever, of therock-shaft and transferring-cam for moving said lever, and the gravitycatch for holding said lever to the desired signal-wheel, substantiallyas and for the purpose set forth.

36. In an alarm or signaling device, the combination, with thesignal-wheels and signal-lever, and a sliding bar or rack, and suitablemechanism for operating said wheels, of a rock-shaft having a cam formoving said 1ever, and a projecting arm adapted to be moved by an arm orguide attached to the sliding bar when the latter is lifted beyond acertain height, for the purpose set forth.

37. The sliding bar or rod B, provided at one end with a rack or teeth,in combination with the signalavheels and their driving and regulatingmechanism, substantially as and for the purpose described.

38. In an audible signaling or alarm device for railway-trains, thecombination, with inclines or elevations alongside of a railwaytrack, ofa sliding bar or rod guided in bearings on a locomotive and terminatingin a shoe or wheel adapted to ascend the inclines or eleva'tions,asignalingmechanism containing one or more signal-wheels, also carriedon the locomotive, and designed to be operated by the said bar, toproduce a signal while the bar is descending after having been elevatedby one of the inclines, and a spiral spring bearing downwardly against acollar on said bar, sub stantially as and for purposes set forth.

39. The combination, with elevations or inclines arranged alongside of arailway-track, of a verticallyguided rod terminating in a shoe or wheelsupported in hearings on a locomotive and adapted to be raised orreciprocated to different heights by said inclines or elevations, asignaling mechanism capable of giving a number of definite audiblesignals differing from each other in nature and import, carried 011 thelocomotive and adapted to be operated by the said rod to give anydesired signal, a train-stopping mechanism, also carried by the saidlocomotive, and a suitable collar or projection on said rod designed andadapted to come in contact with and operate the train-stoppingmechanism, to automatically stop the train when the rod is lifted theproper height to cause the signaling mechanism to give a down-brakessignal, as set forth.

40. The combination, with a verticallyof controlling the speed of orstopping a railroad-train, substantially as specified.

41. The combination,with the steam-supply pipe and the air, vacuum, orother brakes of a locomotive or train, of a sliding bar or rod attachedto said locomotive and adapted to be moved or reciprocated withincertain limits by a series of fixed and movable inclines or guidesplaced alongside of and adjacent to thetraek-rails for thepurpose ofcausing audible signals or alarms to be given by a signal mechanismcarried by the locomotive, said signals varying in form and natureaccording to the extent or limit to which the said bar or rod is movedby said inclines, and a lever mechanism connected with said steam-pipeand brakes and normally held .out of action while the rod or bar isbeing reciprocated within the ordinary limits, for giving one or moreaudible signals, but which is automatically operated by the said bar orrod to close or cut off the steam-supply and apply the brakes when thesaid bar or rod is moved to its fullest extent, substantially as setforth.

42. In a train-stopping and alarm device for railway-trainsthecombination, with the steam-supply pipe and brakes, of a sliding bar orrod attached to thelocomotive or train and vadapted to be moved orreciprocated within certain limits by a series of inclines or guides ofdifferent heights placed alongside of or adjacent to the track-rails, asignal mechanism,also carried by said locomotive or train, and designedand adapted to be operated by the said bar or rod, to cause or produceaudible signals of various forms on a whistle, hell, or other soundingbody on said locomotive or train, said signals varying in form andnature according to the extent or limit to which the said bar or rod ismoved by said inclines, and a suitable mechanism or apparatus connectedwith the steam-pipe andbrakes of said train, and designed and arrangedto be operated by the said bar or rod when a stop or dan ger signal isgiven by the signal mechanism, or under conditions of extreme orimpending danger, to control and regulate the admission of steam to thelocomotive-cylinders, and the application of the brakes, but which isnot designed to be operated when the bar or rod is moved to causeordinary warning or cantionary signals to be given by said signalingmechanism, as set forth.

43. The combination, with the steam-supply pipe, and the air, vacuum, orother brakes of a locomotive, of a bell crank lever, 0,

having rods q connecting with cranks or levers Q Q, controlling,respectively, the supply of steam to the cylinders and the applicationof the brakes, said lever being operated by a collar or projection on asliding bar or rod moving in hearings on said locomotive when said baror rod is elevated the proper height by an incline or elevationalongside of the railwaytrack, as and for the purpose set forth.

44. The combination, with the bell-crank lever and intermediate levermechanism for shutting off the supply of steam and applying the brakes,of a retaining-lever having one or more teeth or notches to retain thearm of the bell-crank lever when said arm is lifted, and thereby keepthe supply of steam entirely or partially shut oft and the brakes fullyor partially on until released by the engineer, substantially as setforth.

45. The combination, with the bell-crank lever O, the retaining-lever O,and the intermediate lever mechanism connected with the steam-supplyvalve and the brakes of a locomotive, of the spring 0, for returning thebellcrank lever and the lever mechanism connected therewith to itsnormal position when the bell-crank lever is released from the teeth ofthe lever O, substantially as shown.

46. The double inclined plane 8, of iron or other metal, having itscross-section in shape of an I, increasing in height as it approachesthe center of the incline, said inclined plane being secured to theroad-bed at one side of a railway-track at a distance from a roadcrossing or station, in combination with a signaling device having oneor more signal-wheels car.-. ried on a moving locomotive or train, andde signed and adapted to be operated by said inclined plane to give acrossing or station signal upon a steam or other whistle on saidlocomotive or train, for the purpose set forth.

47. In a railroad-signal and safety system, the combination, with arailroadtrack and a depending mechanism carried by a moving locomotiveor train, of a series of fixed alarm inclines or elevations permanentlyplaced at different points of said track andadapted to come in contactwith and operate the depending mechanism each time it passes saidinclines, and a second series of pivoted or movable inclines, alsoplaced along the line of said track, for the purpose of operating saiddepending mechanism, but only adapted and designed to come intooperative contact with said mechanism at certain times and under certainconditions, substantially in the manner set forth.

48. The combination, with a railroad-track and a sliding bar terminatingin a shoe or wheel carried on a moving locomotive ortrain, of a seriesof fixed and movable inclines or elevations placed adjacent to thetrack-rails and at different points along the line of said track, saidinclines being of different relative heights with respect to each other,and desi ned and adapted to come into successive operative contact withthe said sliding bar at the proper time for the purpose of enabling itto produce a succession of predetermined audible signals of differentspecific forms, and perform other operations, each resulting signal oroperation being dependent upon and determined by the proportionateheight of the particular incline or elevation by which it is caused,substantially as set forth.

49. A movable incline or elevation for giving automatic signals upon amoving locomotive or train, consisting of the incline T, formedsubstantially as shown, and having weighted levers T T at either end,said levers being pivotedto a frame or plate secured to the cross-tiesor road-bed of a railway-track, and stops ft", for limiting the motionof the levers and the incline or elevation, substantially as set forth.

50. The combination, with the plate t, secured at one side of arailway-track, the alarmincline T and a rope or cable, a, secured to thealarm incline for operating it, of the weighted levers T T, formed,substantially as shown, to counterbalance the alarm-incline and aid inreturning it to its normal position, and the stops t t, to limit theirmotion, substantially as and for the purpose specified.

51. The combination,with one or more movable inclines or elevationsarranged alongside of a railway-track and designed and adapted tooperate depending mechanism,substantially as described, on a movinglocomotive or train, of the returning-bar X and the spring :12, movingin guides .r at, substantially as and. for the purpose set forth.

52. In combination with a railway-track, the case U, embedded in theroad-bed parallel with said track, and having signal-arms U U, designedand adapted to form a double incline when raised at their longerextremities, sub- "stantially as and for the purpose described.

58. The combination, with the case U, the weighted signal-arms, and thevertically-guided support secured to said arms, of thecompensating-links a a, as and for the purpose set forth.

54. The combination, with the weighted arms and their operatingmechanism, of the metallic protecting-case having a longitudinal slot oropening in its top, which opening is normally covered by the weightedarms, substantially as shown, and for the purpose set forth.

55. The combination, with the protectingcase, the weighted signal-arms,the compensating-1inks, and the vertical support terminating in a shoeor friction-wheehof a shoe or cam having two or more horizontal steps orrests at different heights, said steps being connected by one or moreinclines, and designed to act as a support for holding the sig nal-armsfirmly against downward pressure when said arms are either elevated ordepressed, substantially as shown.

56. The combination, with the protectingcase, the signal-arms, thecompensating-links, the supportingbar, and the shoe or cam, of a wirerope, chain, or cable, securedto either end of said shoe or cam, andfriction-pulleys secured at or near the ends of the case, for supportingor guiding said rope, chain, or cable, substantially as and for thepurpose specified.

57. The eombination,with the case, the signal-arms, the supporting-bar,and the rope or cable, of the shoe having horizontal steps at differentheights, as described, said steps be ing of sufficient length tocompensate for eX- pansion and contraction of the rope or cable, and ofa longitudinal guide, rail, or plate having stops at its extremities,upon which the shoe may move, substantially as described.

58. The combination, with a fixed or movable projection or elevationplaced at the side of a railway-track, designed to operate or give anaudible signal upon a locomotive or train, of a filling of wood or othersuitable substance between said elevation and one of the trackrails,said filling having its upper surface level with the upper surface ofsaid track-rail, sub stantially as and for the purpose set forth.

59. The combination, with an operating bar or lever, in connection witha railway-switch ordraw-bridge, of two or more movable inclines,elevations, or signal-arms capable of being raised to different relativeheights for operating a suitable mechanism on a moving locomotive. ortrain, to give audible signals or perform other operations correspondingto or depending upon such various heights, a rope or cable connectingsaid inclines, elevations, or

signal-arms with each other and with the oper-- ating bar or lever ofthe switch or draw-bridge, and a suitable compensating device forenabling said operating mechanism to move said inclines, elevations, orsignal-arms to their respective positions without regard to theexpansion and contraction of said rope or cable, as and for the purposeset forth.

60. In an automatic alarm-signaling and safety system forrailway-trains, the combina tion, with an operating bar or lever, inconnection with a railway-switch or draw-bridge and a locomotive ortrain provided with a signaling device capable of giving a series ofaudible signals differing from each. other in form and nature, saidlocomotive or train being also provided with a suitable device forcontrolling the supply of steam to the cylinders of the locomotive andthe application of the brakes of said train, anda sliding bar or rodmoving in hearings on said locomotive and suitably connected with andadapted to operate said devices, of two movable alarm inclines orelevations differingin height,placed alongside of a railroad at adistance from each other and from the switch or draw-bridge, and meanswhereby when the switch is moved from the main line or the draw isopened the alarm-inclines are simultaneously elevated to come intosuccessive contact with and lift the sliding bar on a locomotiveapproaching the switch or bridge, thereby causing the signaling devicefirst to give a misplaced-switch or an open-draw-bridge alarm-signahas awarning to the engineer to slow up or stop, and then, if this warning isnot obeyed before reaching the second incline, causing the latter togive a down-brakes-alarm signal and at the same moment operate thesliding bar to cutoff the steam-supply and apply the brakes.

61. In an automatic alarm signaling and safety system for railroads, thecombination, with the switch-rails of a railroad-switch, the draw ofadraw-bridge, and a moving locomotive or train, of a signaling devicecarried on said train, adapted to give, among others, amisplaced-switch, open draw-bridge, and down-brakes signal, a suitabledevice, also carried by said train to control under certain conditionsthe supply of steam to the locomotive cylinders and the application ofthe brakes of said train, a depending mechanism suitably connected withand adapted to operate either or both of said devices, inclines orelevations placed adjacent to the track-rails at a distance,respectively, from the switch and draw, said inclines being normallyheld out of action with respect to the depending mechanism, and asuitable mechanism connected with and adapted to be operated by themovement of the switclrrails and draw when they are placed in a positionof danger to an approaching train to bring their respective inclinesinto an operative position with respect to the depending mechanism,thereby causing the latter to operate the aforesaid devices, as and forthe purposes set forth.

62. In an automatic alarm signaling and safety system for railroads, thecombination, with the draw of a draw-bridge and a moving locomotive ortrain, of a signaling device carried by said train and adapted of itselfto give either of a code of audible signals, according as it shall beset therefor, and a series of inclines or elevations of differentheights placed adjacent to the track-rails at various points along theroadway, and adapted to set said signaling device to give the signalscorresponding to such different heights, one .of said inclines beingplaced at a distance from said draw-bridge, and adapted to beautomatically operated by the opening of said bridge, t6c'ause thesignaling device to give a definite opendraw-bridge signal, differentand clearly dis tinguishable from the other signals, for the purpose setforth.

63. In an automatic alarm signaling and safety system for railroadtrains, the combination of the following elements: an inclined,

guide or rail secured to the draw of a draw bridge, a draw bar or rodguided in hearings in the stationary end of the bridge and adapted to bemoved or reciprocated by said inclined guide or rail when the draw isopened or closed, two or more elevations, inclines, or signalarms placedalongside of the track at different distances from the bridge, a wire,rope, or cable connecting said inclines with each other and with thedraw-bar at the bridge, anda signaling mechanism on a moving locomotiveor

